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Aviation History
1913
1913 - 0825.PDF
AUGUST 2, 1913. Salisbury Plain. Bristol School.—Jullerot for trial on Monday last week, and Busteed up with Lieut. Pascanu as passenger on tractor biplane. Pixton with Capt. Buckland, and Sippe for solo on tandem mono plane. Capt. Popovici monoplane solos at good height, landing well. On Tuesday, Capt. Popovici for monoplane solo, after lullerot had made a trial of the air. Pixton witn Capt. Buckland, Surgeon Hitch, Lieut. Lee, and Mr. Courtney, Lieuts. Pa^canu and Beroinade, Sippe with Lieut. Bateman on sociable monoplane. Wind far too bad for tuition all day on Wednesday. Instruction carried on in the hangars. Busteed with Capt. Popovici on Thursday for half hour on tractor biplane. Then with Capt. Buckland and Surgeon Hitch on bipiane. Pixton with Capt. Murphy, Surgeon Hitch, and Mr. Courtney for two biplane trips each. Capt. Popovici, Lieut. Pascanu, and Lieut. Beroinade good monoplane solos. Pixton with Surgeon Hitch, Lieut. Spence, Lieut. Bateman, and Mr. Courtney, two trips each, and with Capt. Murphy. Jullerot tuition to Lieat. Bateman, and solo on monoplane. Busteed two flights on tractor biplane and Capt. Popovici solo on tandem monoplane. On Friday, weather too bad in the morning for flying. Busteed with Capt. Popovici for fully an hour with many landings. Pixton biplane tuition to Capt. Buckland. Surgeon Hitch and Mr. Courtney twice each, and a passenger. Busteed long tractor biplane flight with Pizey as passenger. Conditions too bad for tuition in the morning on Saturday. Royal Flying Corps, No. 3 Squadron (Netheravon).— Lieut. Wadham was out Monday week for two flights, one lasting for one hour at 7,850 ft. on Avro 285. Later Lieut. Joubert-de-la- Ferte made a 16 mins. flight on Avro 290. Lieut. Conran on Avro 288 made three flights of 55, 45 and 67 mins. respectively, in one getting up to 10,000 ft., from which height he landed by eleven spirals. Capt. Herbert and Lieut. Allen were on Henry Farmans, the latter taking up Capt. Taylour and Mechanic Miles as passengers. Capt. Herbert and Lieut. Allen out early Tuesday on Henry i/llGHT; Farmans, the latter taking up Lieut. Porter and Mechanic C. Littlejohn for reconnaissance work. Lieut. Joubert-de-la-Ferte on Avro 290, flying for 62 mins. at 4,500 ft. Lieut. Wadham also on Avro 285, flying for the Army Pleight Record. He reached over 10,000 ft., and shut off his engine at that height. His flying time was 1 hr. 20 min. and he made a splendid spiral descent. On Wednesday Lieut. Joubert-de-la-Ferte made a good cross country flight to Farnborough on Avro, taking 1 hour 15 min. on the outward and returning in an hour at 4,000 feet. Captain Fox up on Bleriot 221 for a few minutes. Lieut. Roupell on H. Farman 286, with Lieut. Le Breton as passenger, dropping message bags. Lieut. Cholmondeley on H. Farman 274 for two flights, taking up Mec. Mitchell as passenger. Thursday morning, Capt. Herbert was up flying with four mechanics, Gliddon, Warland, Miles and O'Gorllegian, and taking photographs of the camp from the Henry Farman. Lieut. Conran on Avro for I hour at a good height, after which he went to Chichester and back in an hour and a half. Major Brooke-Popham on Avro 285, after which Lieut. Abercrombie was piloting the machine for a few minutes. Lieut. Cholmondeley made a good flight with Lieut. Wadham as passenger on H. Farman, flying to Lulworth Cove and back in I hr. 50 mins. Later, Lieut. Cholmondeley up twice with Miles, and Lieut. Roupell with Wilson. On Friday, Lieut. Cholmondeley on H. Farman made four flights, giving passenger trips to Major North, Mec. Mitchell, Boy Eley and Mec. Lewis, taking him for a good flight reaching the height of 3,000 ft., and landing with spirals from 2,500 ft. with the engine shut off. Lieut. Roupell took up Mecs. Pratt and McCud- den. Capt. Herbert afterwards made a flight on H. Farman. Lieut. Roupell on H. Farman with Air-Mechanic Aylen, on Saturday went over to Wooton, near Oxford, in ij hours, and took an hour to get back. Major Brooke-Popham up 50 mins. on Avro. No. 4 Squadron.—Lieut. Playfair up on BE 201 for 20 mins. at 1,100 ft. Capt. Beor also made a few minutes' flight on this machine. Air-Mechanic Jerrard on BE 201 for 20 mins. at 500 ft. ® THE ® ® SAND ® TEST. THE accompanying views illustrate how an aeroplane is turned upside down in order to have its wings loaded with sand for the purpose of testing their construction. At the Royal Aircraft Factory, the greater part of the load is applied by means of specially con structed ribbons containing shot. These ribbon bags, in which the shot is sewn in such a manner as to distribute it evenly, enable the greater part of the loading to be quickly arranged over the wing. The final adjustment of the load is then accomplished by loose sand, which is piled up to represent the distribution of the air such tests as these is, of course, open to argument, but it is generally recognised that aeroplane wing-? are frequently subjected to twice their normal stress, and it is difficult to see any reason why a sand load of this magnitude should not be applied as a precaution against serious defect before any pilot is ordered to risk his life on a machine. It is obvious that a structure properly designed to with stand double load in the air cannot very well be harmed by a double sand load. Some interesting experiments by means of sand loading were pressure on the wing, corresponding to the conditions for which it is desired to make the test. At coarse angles corresponding to slow speed flight, the centre of pressure is probably about one third of the chord from the leading edge. For very fine angles corresponding to fast flight, the centre of pressure is situated somewhere near the centre of the chord or even behind that point. The testing of wings in this way has been the subject of criticism from time to time, but everyone seems agreed that it is highly proper to make some sort of actual test of the completed wing structure in situ, and no one has yet, so far as we are aware, advanced a feasible alternative. The magnitude of the load that it is proper to apply in carried out recently in order to determine the strength of the fastening of the upper surface of the wing. Ordinarily the fastening was found to be much weaker than either the fabric or the rib, and it was not until the fabric had been sewn to the rib that the fastening became the stronger part. By suitably sewing the fabric to the rib the upper surface alone can be made to safely carry any load up to the breaking stress of the rib itself. As the upper surface of. a wing in flight contributes three-fourths of the lifting force, it is apparent that special importance attaches to the provision of an adequate fastening between the surface material and the rib. 851
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